Fabrik-deutz



(No Model.)

N. A. OTTO. GAS 0R OIL MOTOR ENGINE.

No. 433,814. P tented Aug. 5, 1890.

UNITED STATES PATENT OFFICE.

NIOOLAUS AUGUST OTTO, OF COLOGNE, ASSIGNOR TO THE GAS-MOTOREN-FABRlK-DEUTZ, OF KOLN-DEUTZ, GERMANY.

GAS OR 011. MOTOR ENGlNEf SPECIFICATION forming part of Letters PatentNo. 433,814, dated August 5, 1890.

Application filed May 22, 1890. Serial No. 352,750. (No model.) Patentedin Belgium May 28,1890,LIII,490.

May-2, 1890, No. 90,400, and in Italy To all whom it may concern.-

Be it known thatI, NICOLAUS AUGUST OTTo, a citizen of Prussia, residingat Oologne, in the German Empire, have invented new and usefulImprovements in Gas or Oil Motor Engines, (for which I have obtainedLetters Patent in Belgium, dated May 2, 1890, No. 90,400, and in Italy,dated May 28, 1890, Vol. L111, 490,) of which the following is aspecification.

This invention relates to apparatus for ob taining in four-stroke-cyclegas or oil motor engines a higher degree of uniformity of action bycausing the igniting device of the engine-cylinder to be put out ofaction during one or more working-strokes, so that the ex plosive chargedrawn in cannot be ignited, but is successively compressed and allowedto expand again in the cylinder until the regulating mechanism puts theigniting apparatus into action again, so that at the end of the nextfollowing compressing-stroke the explosive charge will be ignited.

I will describe the said apparatus with reference to the accompanyingdrawings, in which- Figure 1 shows a side view of a gas-motor enginewith the igniting apparatus in section. Fig. 2 shows an indicatordiagram, and Fig. 3 a diagram of the engines action,,the arrows 1 2 3 atindicating, respectively, the suction or charging stroke, thecompressingstroke, the working-stroke, and the expellingstroke.

The engine-shaft carries a crank or eccentric a, the connecting-rod b ofwhich actuates a bell-crank lever 1', whose vertical arm imparts motionby means of a link to the slide of an inertia governor 1", while thehorizontal arm has pivoted to it a catch-rod c. The end of thegovernor-arm engages, at the normal speed of the engine, with a notch onthe stem of a piston Z, having a circular groove m, and being capable ofworking backward and forward in the cylindrical casing of the ignitingapparatus. This piston is acted on by a spring at its inner end, tendingto keep it in the forward position, in which the groove m does notcommunicate with the opening leading to the heated igniting-tube, norwith a second opening leading to the cylinder, this being the positionshown on the drawings. lVhen, however, the piston Z is pushed backwardby the forward motion of the governor r, the groove m is made toestablish the communication between the cylinder A and the igniting-tube2, whereby the ignition of the explosive charge is effected.

The catch-rod c on the lOVGI't is held out of gear with the notched endof the dischargevalve stem d by aspring e, and it is connected by a linkat with the rod of a piston h, (or it might be a flexible diaphragm,)the cylindrical casing of which communicates by a connecting-passage 0with the interior of the cylinder as soon .as the engine-piston, in thecourse of its outstroke, passes beyond the point 0. This position isindicated by the line 00 to on the indicator diagram at Fig. 2. YVhen,during such outstroke, the pressure in the cylinder A is above that ofthe atmos- 7o phere, the piston h will be forced forward by suchpressure at the time above mentioned, and will bring the catchrod c inline with the discharge-valve stem d, so that When by the motion of thecrank (it the lever '6 is made to raise the catch-rod c it will forceopen the discharge-valve f against the action of its spring so as toallow the products of combustion to escape.

Referring to the work-diagram, Fig. 3, the action of the machine is asfollows: On the suction or charging stroke of the engine-piston anexplosive charge will enter the cylinder through the mixing-valve 10 ofknown construction. The piston, when arrived at the point 00 0:, willopen the communication with the casing of piston h; but the partialvacuum then existing in the cylinder A will not affect the position ofpiston h, and the catch-rod 0 will remain out of line with thevalve-stem d, so that at .the return-stroke, when the catch-rod will beraised, it'will fail to open the discharge-valve, and the explosivecharge will consequently be compressed. Toward the end of suchcompressing-stroke the rod of the inertia governor T will have pushedback the piston Z so far against the action of its spring that whenarrived at the dead-center the groove m will establish the communicationbetween the cylinder A and communication with the piston h throughpassage 0 when it passes the point an as, Fig. 2, so that the pressurethen existing in the cylinder A being communicated to piston it, thiswill push catch-rod c in line with the valve-stem d, and consequentlywhen a rises at the commencement of the return expelling stroke it willforce valve f open and keep it open during the stroke, so' as to allowthe combustion-gases to escape. At the end of the expelling-stroke thecatch-rod c in descending is freed from the notch of d, and can then bedrawn back into position shown by the spring e, at. the same time movingthe piston it into its backward position again. The above-describedaction will be repeated at each cycle of four strokes. It will be seenfrom the above that the catch-rod cwill only be brought in gear with thedischarge-valve stem (1 when the ignition of a charge has been effected,and this will take place as well with a perfect ignition as with animperfect igni tion of the charge (see diagram q, Fig. 2) if thecommunication 0 is effected at the point at shown. If, now, owing to theengine running too fast, the rod of the inertia governor 0" fails topush back the piston l, so that no communication is established betweenthe cylinder A and the igniting-tube z, and consequently the compressedcharge is not ig nited, then on the following outstroke the charge willexpand again, and as by the time the piston has arrived at the point :0,where it establishes the communication through 0 with the piston h, thepressure is not sufficient to cause this to overcome the pull of thespring 6, the catch-rod 0 will remain drawn back, and thedischarge-valve will remain closed during the following instroke, andthe engine-piston will consequently continue to alternately compress andexpand the explosive charge in the cylinder until the speed has becomesufficiently reduced to cause the inertia governor to act on the pistonI again, so as to ignite such charge at the end of acompression-instroke, and thus at once effect a working-outstroke again.

In the arrangement shown on the drawings the regulation is effected byan inertia governor and the ignition-heated igniting-tube; but it willbe readily understood that any other suitable modes of regulation and ofignition may be employed in carrying out the above-described invention.

The starting of the engine is effected by the aid of the cock H, throughwhich on starting a portion of the charge drawn in is discharged againinto the escape-flue until, on attaining the correct proportions of gasand air, the charge becomes ignited, whereupon the cock H is closedagain.

I do not herein claim the method described of obtaining ahigher degreeof uniformity of action in a four-stroke-cycle gas or oil motor engine,as the method is claimed in my application filed May 22, 1890, SerialNo. 352,749.

Having thus described the nature of my invention and the best means Iknow for carrying the same into practical effect, I claim- Apparatus forretaining an unignited combustible charge in the cylinder of afourstroke-cycle gas or oil motor engine when it is running too fast,consisting of the combination of a piston h or equivalent device in acylinder communicating with the engine-cylinder A, a catch-rod 0,connected to said piston and pivoted to a lever, by which it receives ato-and-fro motion for the engine-shaft, said piston h being adapted tobring the catch-- rod 0 in line with the stem of the dischargevalve, soas to effect the opening thereof when the piston h is subject to thepressure due to the explosion of a charge, an igniting device 2, thecommunication between which and the engine-cylinder is controlled by aslide Z, and

an inertia governor 0", moved to and fro by

